Mechatronic integration of motor drive and E-machine, especially smart-E-motor

ABSTRACT

The power switches of an inverter are mechanically integrated with an electric motor of a vehicle and are mounted on the end plate of the motor and employ short connections between the motor a-c terminals and the inverter a-c output terminals. Bond wireless modules are employed. The electronic controls for the inverter are mounted on a main control board which is positioned remotely from the inverter and is not subject to the heat and EMI produced by the inverter.

RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 60/756,747, filed Jan. 6, 2006, the entire disclosure of which is incorporated by reference herein.

FIELD OF THE INVENTION

This invention relates to the integration of a power supply module for the electric motor (E-motor) of a vehicle and more specifically relates to the separation and cooling of the power semiconductor devices (module) of the power supply and its electronic controls.

BACKGROUND OF THE INVENTION

Recent developments in the automotive market show an increasing demand for the use of electric motors within an automotive vehicle (car or truck, etc.). In particular, the electrification of a vehicle drive train requires powerful electric motors of typically, 20 kW to over 100 kW power. Present day hybrid-electric car concepts often even use 2 E-motors within the hybrid drive train.

These electric motors are normally driven by a 3-phase AC current which is provided from the DC bordnet through an inverter circuit. Therefore, these applications normally need a power control unit which controls and manages the electric power flow from the inverter to the E-motor. Thus, electric energy needs to be converted into mechanical energy and vice-versa. State-of-the-art hybrid systems therefore consist of an E-motor and a separate electronic box comprising the power management unit.

FIGS. 1, 2 and 3 show a typical example of such a state-of-the-art concept. A power control unit 10 with an inverter circuit 11 in a separate box or housing 12 (FIGS. 1 and 3) provides, via massive cables 13 (FIG. 1), the current connection to the E-motor 14.

One key element of the power control unit 10 is the DC/AC-inverter circuit 11. The main task of the inverter 11 is to transfer the DC-current/voltage into an AC-current/voltage and vice-versa. Converting DC- into AC-current is required in order to drive a motor powered by the DC-bordnet. This mode is also called “motor-mode” since the E-motor is used to drive the car.

Besides this “motor-mode” the E-motor can also be operated as a generator when mechanical energy from the car movement or from the combustion engine (not shown) is used to drive the E-motor 14. In that case mechanical energy is converted into electrical energy in order to charge the battery or to power the bordnet. In this “generator-mode” the inverter needs to convert AC-current generated by the motor into a DC current.

FIG. 1 shows a typical power control unit 10 driving E-motor 14. The top cover of the box 12 is removed to show inverter section 11. The inverter is formed in one or more modules 11 which are provided with output electric connections 13 between power modules, capacitors 20 (FIG. 2) and external connectors.

Not shown are the main circuit board and EMI screen which are on top of the power stage inside of the box 12.

FIG. 3 shows the closed power control box 12 of FIG. 1. FIG. 2 shows the heatsink 21 and the inverter modules 12 mounted on top thereof.

The inverter units 11 are mounted in the relatively big and heavy box or housing 12 forming the power control or management unit. Normally a main control board (not shown) is placed inside of this box 12 which includes among other circuits, the driver-ICS for the inverter, a microcontroller, software, protection and sensor analyzing circuits, and communication and I/O interfaces for communication with the board computer or the combustion engine control unit. The box 12 with the power control unit can also include further elements like a DC/DC converter for providing various voltage levels for the bordnet and other electronic systems.

Typical elements of such a power control unit according to the state-of-the-art are:

-   -   1 to 3 power modules (e.g. MOSFETs or IGBTs in a half-, H- or         full-bridge configuration) for the inverter 11 which normally         has to handle currents of several hundred amperes.     -   A heatsink 21 which normally needs to be actively cooled by a         fluid coolant applied to inlet and outlet conduits to deal with         the power losses of the inverter 11.     -   A connector frame providing the mounting space for (high) power         connections (between E-motor phases and inverter) and the signal         connections (between power control unit and the bordnet         systems).     -   High current connectors or other assembly elements mounted to         the connector frame for the wiring of the inverter to the         E-motor.     -   Low power signal connectors for interfacing with the bordnet.     -   A box-cover.

The power control unit 10 is a separate box 12 which is placed in suitable locations of a car (e.g. in the trunk, under the passenger seat, in the engine compartment, or elsewhere) and is connected by cables or thick wires 13 to the E-motor 14 and other components of the drive drain.

The disadvantage of this arrangement is that long high current and, normally, high voltage cables 13 have to be provided between the E-motor 14 and power control unit 10. This incurs high costs. The required high-voltage protection is also a source of high power losses within the cables. The weight and the space requirements of the thick cables is also disadvantageous. Long cables are further disadvantageous for the EMI-requirements of the car due to the generation of electric noise and due to the inductance that they introduce into the electric circuitry of the power management system.

Further, the inverter power modules inside of the box 12 need protection against environmental conditions like dust, water, chemicals, and the like. The disadvantages of this are:

-   -   High cost added by the mechanical components like heatsink,         connector frame, tight cover. The need for a connector frame         with connectors is required by the physical separation of the         inverter 11 and the E-motor.     -   The relatively large space requirements due to the box 12         itself.     -   Space requirements for placing the power unit within the car.

Another disadvantage of the present assembly is that the sensitive main control board (carrying a micro controller, ICS and other elements) which cannot withstand high temperatures is close to the high power inverter 11 which produces considerable heat inside of the box 10. While the power switches of the inverter (MOSFETs, IGBTs or the like) normally can work at junction-temperatures of up to 175° C. these sensitive main board components are typically rated only up to 125° C. Therefore, additional means for thermal management of the power stage and main board within the box is needed, adding further costs, weight, space, and thermal burdens.

Besides thermal protection, the main board also needs to be protected from the electric field and noise generated when switching high currents in the power stage of the inverter 11. This EMI noise can disturb the sensitive functions of the main board. Thus, additional EMI protection is required for the main board in box 12. Thus, the main board is normally covered with a metal screening plate located between main board and power stage of the inverter to damp or screen the electric fields.

SUMMARY OF THE INVENTION

In accordance with the invention, the power switching devices (IGBTs or MOSFETs) forming the inverter are separately housed from their controls and are mounted closely adjacent to or on the E-motor housing. The control circuits for the inverters are separately housed in a location remote from the power switching device assemblies and are connected by low current, low voltage signal conductors, or even by a radio type connection.

A number of advantages flow from the novel separation concept:

-   -   a) improved mechanical properties:         -   i) there is no need for long, high power cables between             inverter and E-motor;         -   ii) reduced weight due to reduced number of parts; and         -   iii) higher reliability due to reduced number of parts             (especially due to the elimination of connectors).     -   b) improved electrical and thermal properties:         -   i) the physical separation of power stage and main board             results in no heating of the remote main control board by             the power stage;         -   ii) reduced distance between gate drive and power switches;         -   iii) increased distance between the power stage and             thermally sensitive main board elements;         -   iv) reduced power loss due to close connection of motor and             inverter;         -   v) reduced system inductivity;         -   vi) reduced EMI due to close placement of inverter and             motor.     -   c) improved manufacturing properties:         -   i) inverter assembly can be done at the motor manufacturer             facility;         -   ii) reduced number of components;         -   iii) sharing of functional elements between power unit and             E-motor like e.g. cooling elements (or heatsink for liquid             cooling of both motor and electronics or motor rotation used             as fan for air cooling the electronics);     -   d) low manufacturing and test costs:         -   i) E-motor can be tested together with the inverter as a             fully functional stand-alone system;         -   ii) an optimum package of motor and inverter can be             designed;         -   iii) low cost system assembly instead of microelectronic             system integration and system assembly of motor and control             unit in a second step.     -   e) significant customer advantages:         -   i) reduced system cost due to reduced number of parts;         -   ii) E-motor manufacturer can buy and assemble the power             modules according to the invention without micro-electronic             assembly lines. The E-motor manufacturer can sell a fully             functional smart-E-motor with integrated power electronics;         -   iii) OEM advantage. The E-motor and inverter can be bought             from one supplier as fully tested system; no need for             integration of a motor and an inverter from two different             suppliers;         -   iv) reduced manufacturing effort and cost at the car or             power train assembly due to the availability of a             smart-E-motor with integrated inverter;         -   v) reduced space requirements within the vehicle.     -   f) platform suitability         -   i) the invention can be used to equip different motors and             car models;         -   ii) smart E-motor can be standardized on a platform,             customization can be done by the software on the main             controller board.         -   iii) scalability in terms of power and size.

The above described invention addresses mainly high power E-motors used for hybrid electric vehicles. However, the invention provides an advantageous integration concept for all E-machines in other applications and can be extended to various power classes. Thus, the invention can be used for other industrial, consumer and other motor drive applications.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a prior art assembly of an E-motor and a remote power control unit with power electronics (inverter) and its control circuitry).

FIG. 2 shows a perspective view of a typical power module for the system of FIG. 1.

FIG. 3 shows the power control unit of FIG. 1.

FIG. 4 is a partial block diagram of the arrangement of prior art FIGS. 1, 2 and 3.

FIG. 5 shows a schematic diagram of a system in accordance with the invention.

FIG. 6 is a block diagram showing the arrangement of FIG. 5 in accordance with the invention.

FIG. 7 is a schematic diagram of the invention system as shown in FIGS. 5 and 6.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring first to FIG. 4, the known system of FIGS. 1, 2 and 3 is shown in partial block fashion, with similar components having similar identifying numerals. Thus, the power control and inverter unit 10 is shown within dotted line or box 10. A vehicle battery 30 or the DC-bordnet has a d-c bus capacitor 31 across its terminals and connected to a three phase inverter circuit 11, capacitor 31 and inverter 11 are within box 10.

The inverter 11 consists of 3 half-bridges which may be separate modules, or can be assembled on a common heatsink 21 which may be air or liquid cooled.

The half bridges of the inverter 11 are formed by IGBTs 40, 41; 42, 43; and 44, 45 respectively. The nodes of each half-bridge pair are connected to long high current capacity cables 13 a, 13 b and 13 c which are connected to the a-c inputs of remotely positioned 3 phase E-motor 14. E-motor 14 is connected to the vehicle drive train 50 or other mechanical load driven by the power control unit.

A microcontroller 51 has outputs connected to the gates of IGBTs 40 to 45 as shown by dotted lines. Controller 51 is mounted within box 10 and is coupled to controller 51. An I/O control circuit 52 and sensor analysis circuit 53 is also mounted within box 10 and is coupled to controller 51. The controller 51, I/O control 52 and sensor circuit 53 are preferably mounted on a common main control board (not shown). Current sensors 60, 61 and 62 on cables 13 a, 13 b and 13 c provide inputs to sensor circuit 53. The controller 51 will then operate the inverter 11 as required by the outputs of I/O control 52 and sensor analysis circuit 53, using suitable software. Other control circuits, not shown, such as DC to DC converters and protective circuits may also be mounted on the board with circuits 51, 52 and 53.

As previously pointed out, these control circuits are close to and subject to the high temperatures of the power devices 40 to 45 within box 10 and must be thermally insulated to prevent their thermal damage. They must also be isolated from EMI radiation from switches 40 to 45 by screening or the like.

Further, the box 10 should be located remotely from the hot engine compartment containing motor 14, thus requiring long cables 13 a, 13 b and 13 c.

In accordance with the invention, and as shown in FIGS. 5 and 6, the motor 14 has a mounting plate 60 or motor end shield which receives 3 modules 11 a, 11 b and 11 c these modules contain respective pairs of IGBTs 40, 41; 42, 43; and 44, 45 of inverter 11 with the nodes of each pair connected to a respective a-c input of motor 14, as by short insulated conductors 65, 66 and 67 respectively (FIG. 6) in plate 60. The d-c bus capacitor 31 may be divided into capacitors 31 a, 31 b and 31 c for each phase which may also be directly mounted on plate 60 as shown in FIG. 5.

The half bridge modules 11 a, 11 b and 11 c may each be constructed as shown in detail in copending application Ser. No. 11/641,270, filed Dec. 19, 2006 (IR-3174) the contents of which are incorporated herein in their entirety by reference. Preferably, the modules are bond-wireless modules.

The main control board 70, carrying control circuits 51, 52 and 53 is then mounted in a separate housing located in a less harsh environment than that of motor 14 and are connected to the gate drive circuits of IGBTs 40 through 45 by interface link 75 consisting of low power signal wiring.

Thus, the inverter 11 is mechanically (or mechatronically) integrated with the motor 14 and the controls are removed from the heat and mechanical stress of inverter 11.

FIG. 7 shows an arrangement like that of FIGS. 5 and 6 with several variations. Thus, d-c bus bars 80 a and 80 b are separated by dielectric spacer 85. DC bus capacitors 86 and 87 are connected across bus bars 80 a and 80 b as shown, and in heat sink contact with bus bar 80 b and plate 60 respectively. Inverter modules 11 a, 11 b and 11 c are mounted on bus 80 a and press against plate 60. An optional cover 90 encloses the modules and capacitors.

The plate 60 is fluid cooled, by liquid or air coolant. The motor may drive a fan to force cooling air flow shown by arrows 91 and 92 through the enclosed volume contained by cover 90.

It will be noted, that, in accordance with the invention and as shown in FIGS. 5, 6 and 7:

-   -   At least one power module (11 a) provides various possible         electric configurations (like half-, full-, H-bridges of MOSFETs         or IGBTs for example) as the power switch to the motor 14. Three         identical half-bridge modules can also be used for a 3 phase         motor.     -   The power modules can be a pure power stage or have a gate         driver integrated in the power module (smart-power-modules).     -   The (smart) power modules 11 a, 11 b and 11 c may be hemetically         sealed and protected by a plastic cover like a molded housing         for example.     -   The power modules provide leadframe connections which are         directly connected to the motor phases e.g. by soldering,         welding, screwing, or the like.     -   The power modules 11 a, 11 b and 11 c are mounted on a         heatsinking metal plate 60 on the motor.     -   The heatsink is formed by the motor end plate 60 or may be         mounted to the motor, providing cooling for the inverter         electronics and, if required, to cool the motor. For example,         the motor oil coolant can loop through plate 60.     -   The motor 14 can be shaped so that the rotating part of the         motor acts as a coolant fan providing additional air flow and         air cooling to the electronics.     -   The DC busbar may be formed as a low inductance leadframe which         can comprise two or more electrically isolated metal layers         (e.g. in order to form at least a Battery+ and Battery−         connection to the DC bordnet 30) and can support the DC bus         capacitors 31 a, 31 b, 31 c or the inverter modules.     -   The DC bus capacitors 31 a, 31 b, 31 c are mounted close to the         power modules 11 a, 11 b, 11 c respectively and connected via a         busbar structure to the modules.     -   The DC bus capacitors 31 a, 31 b, 31 c are in contact with the         heatsink 60 or other cooling elements of the         motor-inverter-system.     -   The main controller board 70 can be mounted close to the motor         14 and inverter 11 but, preferably, is physically separated to a         less harsh environment (e.g. in a separate box) and is connected         via wires/cables to the inverter circuit.     -   The E-motor-inverter system provides connection to the         DC-bordnet, e.g. two high power cable connectors 80 a, 80 b or         other mounting elements.     -   The inverter section can be protected by an additional cover         plate (not shown).     -   The optional inverter cover plate can provide a flow structure         for air cooling driven by the motor 14.

Although the present invention has been described in relation to particular embodiments thereof, many other variations and modifications and other uses will become apparent to those skilled in the art. It is preferred, therefore, that the present invention be limited not by the specific disclosure herein. 

1. A power control system for an a-c motor having input a-c terminals; said power control system comprising a plurality of inverter circuits each in a separate inverter module and each inverter module having respective a-c and d-c terminals; and a control circuit for said inverter circuits; a heat sink fixed to said motor at one side thereof; said inverter modules being mounted on another side of said heat sink opposite to said one side whereby said heat sink is disposed between said inverter modules and said motor, and each inverter module having it's a-c terminal connected to a respective input a-c terminal of said a-c motor by a respective short power conductor that extends through said heatsink; said control circuit including a microcontroller for controlling said inverter circuits being mounted remotely from said inverter modules and coupled thereto by a low power interface link, and each said inverter circuit including a plurality of switching devices.
 2. The system of claim 1, wherein said plurality of switching devices are IGBTs.
 3. The system of claim 2, wherein each said inverter circuit is one phase of a three phase bridge connected circuit and said motor is a three phase motor.
 4. The system of claim 1, wherein each said inverter circuit is one phase of a three phase bridge connected circuit and said motor is a three phase motor.
 5. The system of claim 4, wherein said inverter circuits comprise three half bridge circuits.
 6. The system of claim 5, wherein said plurality of switching devices are IGBTs.
 7. The system of claim 5, wherein said control circuit further comprises I/O modules coupled to said microcontroller and a sensor module coupled between the output current of said inverter circuits and said microcontroller.
 8. The system of claim 1, wherein said control circuit further comprises I/O modules coupled to said microcontroller and a sensor module coupled between the output current of said inverter circuits and said microcontroller.
 9. The system of claim 1, which further includes a fluid coolant circulated in said heatsink for cooling both said motor and said switching devices.
 10. The system of claim 1, which further includes a d-c source connected to said d-c terminals of said inverter circuits and a d-c bus capacitor connected in parallel with said d-c source.
 11. The system of claim 10, wherein said d-c bus capacitor is mounted on said heat sink.
 12. The system of claim 11, wherein each said inverter circuit is a three phase bridge connected circuit and said motor is a three phase motor.
 13. The system of claim 11, which further includes a fluid coolant circulated in said heatsink for cooling both said motor and said switching devices. 